BMW's new 2 Series brings back everything we liked about old Bimmers. But which one offers the best bang for your buck

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Graeme Fletcher and Derek McNaughton, Driving | July 10, 2014

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Overview Dynamic duo cater to different tastes.Pros M35i turbocharged six, agility, fun of the driveCons No touch sensitive iDrive screen, rear seat, option costsValue for money (228i/M235i) Good/BestWhat would I change? Make the Adaptive M suspension available on the 228i

The 2 Series Coupe can be likened to the automotive equivalent of Dr. Jekyll and Mr. Hyde — the 228i is the mild-mannered alter ego of the truly mean M235i. Everything from the look to the drive is very different. In the end, the only similarity is the manner in which the two handle when pushed to the limit. Here the duo dances a picture-perfect Pas de Deux.

While the M235i is not listed as an M like the M4, it is cast from the very same mold. It has a bolder look, more power and enough traction it easily out-handles its peers. It is a riotous ride that’s larger than life, which, in the end, is exactly what gives it charm. The visual differences boil down to the M’s body kit. The deeper front fascia, rear valance and bolder side sills add purpose without making it stand out like a sore thumb — in other words it retains the sleeper status of the 228i.

Lift the M’s lengthy hood and there’s the fun part of the 235i — a 3.0-litre turbocharged inline-six that packs a hefty punch. Yes, the 322 horsepower is right where it should be for a self-respecting speedster, but it’s the torque on tap that knocks things out of the park. The 332 pound-feet comes on line at just 1,400 rpm and stays with the game until 4,500 rpm, which is right about where the stallions begin to charge. As a result, the M235i is very quick. The engine is also impeccably smooth and it dishes out just the right auditory signals.

The 228i is equipped with a smaller 2.0L, turbocharged four that makes 241 hp and 258 lb.-ft. of torque at a suitably low 1,450 rpm. The responsiveness is what’s expected, but in operation it cannot hold a candle to the sweet-revving six. When pushed towards redline, it produces a sound that’s just not expected of a BMW. Mind you, it proved to have enough for anyone not into outright performance.

The numbers tell the tale. The 228i runs to 100 kilometres an hour in 5.7 seconds and it takes 5.1 seconds to accomplish the more important 80 to 120 km/h passing move. Good times for sure, but not pulse-quickening. On the other hand, the bad boy is just that. To begin with, the M235i’s horsepower gives it an enviable power-to-weight ratio — each must motivate just 4.9-kilograms of car. This brings a run to 100 km/h of 5.0 seconds and it romps through the 80 to 120 km/h passing move in just 4.2 seconds (all times are for automatic models, allowing an apple to apple comparison).

2014 BMW 228i

So what’s the M235i’s penalty for the adrenaline rush? The four-cylinder 228i is rated at 8.7 L/100 km in the city and 5.4 L/100 km on the highway. The M235i ups that consumption rate by 1.3 and 1.0 L/100 km respectively. That, given the performance edge, is a small penalty (again, all numbers are for the automatic models).

The M235i tester’s power was relayed to the rear wheels through a slick six-speed manual gearbox. It’s just about perfect. The clutch bites in the right place and the shifter has a short enough throw you can row through the gear with the alacrity needed. All of that said I would still take the eight-speed manumatic featured in the 228i. It has a gear for every eventuality and, as a result, the M235i is quicker with it aboard. It also delivers better fuel economy, which is like having your cake and eating it, too.

Where the duo really comes into their own is in the handling department, as both feel like an extension of the driver’s body. The 228i rides on a regular suspension and features a perfect 50.3/49.7 front-to-rear weight distribution. The steering is a delight and the response to input is precise. Even as the ragged edge looms, the 228i just seemed to hunker down and come back with a feel that inspired driver confidence.

The M235i ups the ante by adding Adaptive M suspension. It deals with a rough road and prevents the body from rolling when the limit is near. Likewise, the variable sports steering was razor sharp without being twitchy and, when the brakes were hammered the M235i came to rest in a serious hurry. It also allows the driver to tailor things to suit the tone of the drive. Eco is a waste of time. Normal gets the job done nicely around town. However, Sport brings the M235i’s true character to the fore. Everything is much sharper. Sport+ does the same and turns off the traction control. It’s now fun in the extreme.

2014 BMW M235i

The 2’s cabin is driver centric. From the relationship between the seat and steering wheel to the seat-to-pedal relationship, it is possible to establish an ideal driving position. The seats themselves are deep-dish and provide a ton of support. So what’s the nit? Simply, it’s the iDrive system. It is much easier to use than ever before, but it lacks a touch-sensitive screen. For my money, it is easier to reach for a screen mounted at the top of the centre stack to make a change than it is to fiddle with central controller, especially when travelling at speed.

Any notion that the 2 Series Coupe is a four-seater is quickly quashed the instant one gets back there. There is limited headroom, and legroom starts off tight and shrinks as the front seats are moved rearward. Yes, the pew works in an emergency, but for the rest of the time it’s where the briefcase goes. Does this really matter? Nope, because the 2 Series is all about the fun of the drive.

Driving this pair back to back highlighted the differences. Without going full-on M, few cars deliver the driving dynamics of the M235i. It is tight, lithe and very quick, yet it is equally easy going in a city environment. In a nutshell, it splits the difference between the 228i and a full on M model very nicely. Now, this is not to dismiss the 228i. It is a fun car that’s ideally suited to someone looking for fun at a more affordable price.

Graeme Fletcher

M235i vs. 228i: A second opinion

Just when we thought BMW had gone soft on us, enlarging its cars to keep up with our ever-expanding rumps, along comes the 2 Series coupes. These might be 2014 model cars, but they hearken to the model known as the E46, the fourth-generation 3 Series BMWs so loved around the world.

Now that the 1 Series is gone in North America (for now) and the current 3 Series is as large as the old 5 Series, something had to bring BMW back to its winning formula: The 2 Series appears to be it. Aside from the new surroundings and sheet metal, driving a 2 Series is not unlike driving a 2006 330i — one of the first BMWs I fell in love with (the 2015 M4 having stole all current affections).

And how could the rear-wheel-drive 2 Series not be compared to the threes of yore? Dimensionally similar, with weight and horsepower figures not far off the 330i, the new 2 Series is at once a pure and pleasing drive, much like the older cars. The M235i Coupe, blessed with a lusciously smooth in-line six-cylinder producing 322 horsepower and 332 pound-feet of torque (though not an M car in the true sense), turned me into a redline addict in a matter of hours, constantly wooing me with its silky delivery of power and tightly matched manual gearbox.

2014 BMW 228i

And because the M235i weighs 1,590 kilograms — still not as light as it should be — it felt light, lively and eminently negotiable. Gaps in highway traffic became an invitation to weave between the spaces, stripping away my sensibilities and replacing them with confidence. Corners were attacked. Apexes were executed. Straights were flattened and the joy of driving a BMW had fully returned, the sound of the engine warming the barnacles of the heart.

So when it came time to swap the 235i for a 228i, which comes with a turbocharged four-cylinder, I did so begrudgingly. This, I assumed, was going to be a disappointment. My fun was over. The four was two less than six. I couldn’t have been more wrong.

OK, the 228i sounds appallingly silly at start-up, but once underway, especially in Sport mode, the four-cylinder is only slightly less smooth than the six. Power, especially when jumping so soon from the 235, did feel reduced, but not so markedly as to think the engine was lacking. Indeed, the eagerness of the 228’s turbo four-cylinder — with an impressive 258 lb.-ft. of torque and bereft of turbo lag — reveals itself in sprints to 100 km/h, a feat it accomplishes in 5.9 seconds. The old BMW 330i with its straight-six required 5.6 seconds. And the M235i clips the same mark in 5.2 seconds, so we’re talking mere tenths despite its smaller displacement.

It, therefore, comes down to splitting hairs when deciding between a M235i and 228i. Fuel economy can’t be considered much a factor because, surprisingly, both models averaged close to 10 litres per 100 km. But considering the 228 starts at $36,000 and the M235i at $45,000, the smart money will go to the one that brings the greatest returns — the 228. Just be sure to get the manual transmission. Then it will feel like a 330i reincarnated.